Automatic hydraulic clutch mechanism



Sept. 3, 1940. L. GAISDQNI AUTOMATIC HYDRAULIC CLUTCH MECHANISM FiledFeb. 7. 1959 INVENTOR lav/.5 @flODoN/ BY I W W\ATTORNEY Patented Sept.3, 1940 UNITED STATES PATENT OFFICE AUTOMATIC HYDRAULIC CLUTCH MECHANISM13 Claims. This invention relates to an automobile hydraulic clutchmechanism for transmitting rotational movement from one shaft to anothershaft to produce variable speeds of the driven shaft.

One object of the invention is to provide a sturdy and simple hydraulicclutch mechanism which will replace the present friction clutchmechanism, or the same and the gear transmission mechanism, mountedbetween any gas or oil engine, steam turbine, Diesel or electric motoror other mechanism or drive shaft and a driven or the propelled shaft ofa motor boat, automobile or any other moving vehicle or any othermachine for which a device is necessary to gradually transfer therotating movement of any power or driving shaft to a driven shaft torotate and accelerate the latter from stationary position to any desiredrotational speed and to the speed of the driving shaft for lockingdirect drive of the driven shaft.

e Other objects of the invention consist in improved means whereby theamount of liquid supply used in the-hydraulic clutch and/or transmissionmechanism is not critical, improved means for providing a continuoussupply of liquid under pressure at the admission intake or suction sideof the liquid pump or liquid displacing mechanism and automatic meansfor controlling, restricting, and cutting oil the amount of liquiddisplaced by the pump mechanism, mechanism for disabling such automaticmeans under certain conditions, improved means for connecting the drivenshaft to the drivingshaft positively automatically for direct driveafter the driven shaft has attained a rotational speed substantiallyequal to that of the driving shaft, and manual means for locking saidconnecting means in either its operative or inoperative positions.

Other objects of the invention will appear from the followingdescription taken in connection with the drawing, in which- Fig. lis alongitudinal sectional'view through housings containing my improvedhydraulic clutch mechanism and a conventional form of gear shiftmechanism, showing the clutch mechanism in central. vertical section;

Fig. 2 is a section of the hydraulic clutch mech anism taken on the line2-2 of Fig. 1;

Fig. 3 is a section taken on the line 38 of i Fig.4 is a section takenon line 4-4 ,of Fig. l; and

Fig. 5 is a section on the line 5-5 of Fig. 1". The mechanism disclosedmay'be used in any machine or the like in which it is desired totransmit rotational movement from a drive shaft to a driven shaft andfor the purpose of illustration I have disclosed my invention inconnection with driving and driven shafts which may be the crank andtransmission shafts of an 5 automobile, and I have shown my improvedhydraulic clutch in connection with a conventional form of gear shiftmechanism employed in automobiles." It is to be understood however thatmy invention is not limited to such use. 1

I havehshown a driving shaft I 0 which may be the crank shaft of anautomobile engine or may be a shaft suitably connected thereto and adriven shaft H which may be the transmission shaft of an automobile orwhich may correspond to the shaft which enters a gear box to drive thetransmission shaft l2 at variable speeds for-'- ward and in reversedirections. The shafts l0 and I I may be mounted in suitable oil tightbearings in the walls of the clutch housing l5 and the shaft I? may bemounted in a suitable bearing in the rear wall of the gear shift housingIt and as disclosed'the housings may be made integral with each other.The housings may be provided with cover plates l1 and t8 which may besecured to the housings in any suitable manner.

Integrally connected tothe shaft ID or con nected thereto in anysuitable manner is a cylinn drical pump casing 20, which may comprisetwo parts as indicated, one of which is a cover plate 2|, provided withbearings inwhich are mounted the trunnions of rotatable pump gears 22and 23, which-mesh with a gear 24 suitably secured to the shaft I Iand'which shaft may have a bearing in the pump casing 20 as illustrated.For the purpose of supplying oil to the gears. thepump casing 20including the cover plate 2| are preferably-provided with admissionports 25 extending from end to end of the casing and arranged 40 inparallel relation to the casing axis. These ports communicate with thegears to supply the gears with oil or other liquid that may be used..The oil pumped by the gears is forced out through a plurality of seriesof radially extending delivery ports 28 whiclrare of graduated 'size asmore particulariyillustrated inFig. 1. I p

For .the purpose of controlling the amount of liquid delivered by thepumps. I provide a sleeve member 21 which surrounds and slidably butnon-rotatably engages the outer face of the pump casing. Any suitablemeans will be employed for causing the sleeve to rotate" with the pumpcasing. .The series of delivery ports are so arranged that on firstmovement of the throttling sleeve 55 toward the right Fig. 1, thelargest one of the delivery ports will be closed and the ports will beclosed in succession so that the smallest port will be closed last butapproximately at'the time that teeth 28 formed on the sleeve 21 are inclose proximity to teeth 29 formed on the cylindrical flange 30 on thedisk 3| securedto the shaft II by any suitable means asindicated. Withthe parts in the position shown in l'jig. 1, the pump casing and gears22 and 23 are carried about the gear 24 without transmitting power tothe shaft ll. As the throttling sleeve is moved toward the manuallyoperated lever.

right the delivery of the liquid is restricted and the shaft II iscaused to follow the rotation of the shaft Ill and by moving thethrottling sleeve farther to the right shaft ll may be caused to rotateat substantially the same speed as shaft l0 and then the throttlingsleeve may be moved farther to the right to directly couple the shaft ll to the shaft ID for the purpose of providing a direct drive betweenthe shafts.

In my application Serial No. 205,246, filed April 30, 1938, now Patent2,207,538 granted July 9, 1940, wherein I disclose a hydraulic clutch ofsubstantially the same construction as described, -the throttling sleeveis operated by a In accordance with my improvements I provide means forautomatically operating the throttling sleeve under control of the speedof shaft {0. This means may as disclosed comprise a suitable governormechanism including in the present instance a plurality of bell crankarms 32 pivoted on the end wall'of the casing 20 in any suitable manneras indicated, the free ends of the inner crank arms being provided withweights 33 whichare pref-' erably, cylindrical in shape as indicated andthe outer crank arms of which are connected by links 34 to thethrottling sleeve 21 in any suitable manner as indicated.

For the purpose of restoring the governor arms to the normal positionshown in Figs. 1 and 3 I have provided spring means such as 35 which asdisclosed I may connect to the weights of the inner crank arms so thatany upward movement of the weighted crank arms will tension the springs,which springs will cause the governor mechanism to be restored when thespeed of the shaft 10 is reduced and brought to rest. The parts of thegovernor mechanism may be so proportioned that the shaft II will beconnected to the shaft in for direct drive at any desired rotated by theshaft Ill.

speeds such speeds in cases where the invention is applied to anautomobile may be any speeds between 20-25 miles per hour. As the shaftI0 is rotated from a position of rest the initial low speed of rotationof the shaft will not be transmitted to the shaft II but as the speed ofthe shaft Ill picks up the throttling sleeve will be automatically movedto the right and the shaft II will be caused to follow the rotation ofthe shaft Ill and as the speed of the shaft illis further increased theshaft II will be rotated at substantially the same speed as the shaft l0and the teeth 28 on the throttling sleeve 21 will be engaged with theteeth 2!! -on the disk 3|. The shaft II will then be directly For thepurpose of disabling the governor mechanism as in the case when it isdesired to rotate the shaft l0 at fairly high speeds withoutcommunicating rotation tothe shaft ll, I-provide a sliding member 36which is provided with a grooved hub 31 into which extend pins 38 onapair ofarms39, onlyoneofwhichisillustrated, but which is of well-knownconstruction walls of the housing 1.5 to one outer end of which isconnected an operating lever 4|. Themember 36 comprises a disk 42provided with a wide cylindrical flange 43 surrounding and slidablyengaging the throttling sleeve 21'. The disk 42 is provided with slots44 which are formed by pressing out material to form scoops or pumpingelements 41- for the purpose of forcing oil into the space between themember 36 and the pump casing to supply the admission ports 25 at oneend of the pump casing with oil. The driven disk 3| before referred tois also preferably provided with a plurality of holes 45 admitt n oil toenter the space between the driven disk 3| and the other end of the pumpcasing to supply the other ends of the admission ports '25 with oil.

Secured to the disk 42 of the member 33 are a plurality of locking lugs46 which may be tapered as shown to engage and cam the weights 33 eitherinto the full line or the dot and dash line position to speed upmovement to the shaft ll, then the member 36 is shifted to the rightFig. 1 to lock the weights 33 in the position shown in full lines,against shown in 1. If it is desired the shaft I'll without transmittingmovement outwardly and if it is desired holding the throttling sleeve 21in its extreme right hand position in which the shafts I0 and II arecoupled together for direct drive then the member 36 is moved to theright to lock the weights 33 in the position shown in dot and dashlines. By means of this construction the automatic governor device maybe rendered inoperative and the shaft I0 may be rotated at any speedWithout transmitting movement to the shaft II or the shaft [0 may becaused to transmit movement by direct drive to the shaft H at lowerspeeds than the speed at which such direct drive is provided undercontrol of the governormecha- In order to bring out some of the uses towhich this locking and disabling mechanism may be put, I have discloseda conventional form ofgear shaft mechanism in the-housing l6 whichprovides for driving the transmission shaft l2 at different speedsforwardly and for driving the shaft reversely. Connected to the shaft IIis a gear 50 provided with a hub 5| having a clutch face which isadapted to be engaged by a movable clutch member 52 carrying a. gear 53,slidably mounted on a squared section 54 of the shaft l2. When theclutch 52 is engaged with the clutch member 5!, the shaft l2 will berotated at the same speed as the shaft II. In

mesh with the gear 50' is a gear 55 connected to a shaft 56 on which aremounted gears 51, 53, and 59. When the gear 53 is moved to the right toengage with the gear 51, the shaft I2-will be rotated at a slower speedcorresponding to sec- 0nd gear as is well understood. Also slidable onthe squared section 54 is a gear 60 which when moved to the left willengage with the gear 58 causing the shaft to be driven at low speed.When the gear 60. is moved to the right into mesh with a reversing gear6| which is in mesh with the gear 59, then the shaft. l2 will be rotheautomatic clutch mechanism disclosed as variable speeds of rotation ofthe shaft II or shaft l2 may be obtained by shifting the throttlingsleeve 21 under control of the governor mechanism disclosed. The gearshift lever 62 may therefore be left in high position under ordinarystarting and stopping and accelerating and decelerating operations. Ifit is assumed that the gear shift lever is in the high position and thatthe engine shaft is started from the position of rest, by moving themember 36 to the right to disable the governor mechanism the shaft It!may be rotated at high speeds without transmitting any movement to theshaft II, as for example during the operation of warming up the engine.After the engine runs smoothly the member 36 may be moved to the left toenable the governor mechanism to function automatically, control thethrottling sleeve, causing the shaft I i to follow the rotation of theshaft l0 and to pick 'up and rotate at the same speed as the shaft II]when all of the delivery ports in the pump casing have been closed atwhich time upon further acceleration of the shaft in the shafts I l andI0 will-be locked together for direct drive. The gear shift lever may beoperated after slowing down the speed of the engine and shaft l0 whichdisconnects the direct drive and Y, after shifting has been effectedacceleration of the engine and the shaft ID will agair .eflect a directdrive connection between the shafts HI and I I. I

If it is desired to use the engine as a brake as when running down steephills, the member 36 when the engine shaft is still rotated at theproper speed to effect a direct drive connection, will be moved to theright to lock the governor mechanism in its outward operated position tohold the teeth on the throttling sleeve engaged with the teeth on thedriving disk- 3| providing for a direct drive between the shafts H andIn at low speeds, such as may be required in descending steep hills.

I have disclosed for the purpose of illustration one mechanism forcarrying out the objects of my invention but it is to be understood thatmodified forms of this mechanism may be employed and that therefore Ireserve the right to use all such changes as fall within the principlesof the invention disclosed'and the .scope of the appended claims.

I claim: 1

1. In a fluid transmission mechanism, the combination of driving anddriven shafts, a fluid displacing mechanism operated by the drivingshaft for transmitting motion to the driven shaft, means for controllingthe amount of fluid displaced by said fluid displacing mechanism, meansresponsive to the speed of the driving shaft for controlling said fluiddisplacing controlling means, and manually controlled means for lockingsaid speed responsive means in no-speed and full-speed positions.

2. In a fluid transmission mechanism, the combination of driving anddriven shafts, of a rotating gear fluid displacing mechanism including acasing connected to the driving shaft, fluid displacing gears mounted insaid casing and a gear connected to the driven shaft in mesh with saidfirst mentioned gears, means for controlling the amount of fluiddisplaced by said fluid displacing mechanism, means for locking saidshafts directly together for direct drive, and means responsive to thespeed of the driving shaft for controlling said last mentioned means toeffect a direct connection between said shafts at predetermined speeds.

3. In a fluid transmission mechanism, the combination of driving anddriven shafts, of fluid displacing mechanism connecting said shaftscomprising a cylindrical casing connected to the driving shaft, pumpgears mounted within said casing and a gear in mesh with said gearsconnected to the driven shaft, a throttling sleeve surrounding saidcasing, said casing being provided with delivery ports through whichfluid is delivered by said displacing mechanism and said sleeve beingadapted. to be moved to close said ports, and means responsive to thespeed of the driving shaft for operating said throttling sleeve.

4. In a fluid transmission mechanism, the combination of driving anddriven shafts, of fluid speed of the driving shaft for operating saidthrottling sleeve to control said delivery ports and to interengage saidmeans on said throttling sleeve and said disk at a predetermined speed.

5. In a fluid transmission mechanism, the comv,

bination of driving and driven shafts, of fluid displacing mechanismconnecting said shafts comprising a cylindrical casing connected to thedriving shaft, pump gears mounted within said casing and a gear in meshwith said gears connected to the driven shaft, 2. throttling sleevesurrounding said casing, said casing being provided with delivery portsthrough which fluid is delivered by said displacing mechanism and saidsleeve being adapted to be moved to close said ports, a disk mounted onsaid driven shaft, said disk and sleeve being provided with opposedinterengaging means, means responsive to 'the speed of the driving shaftfor operating said throttling sleeve to control said delivery ports andto interengage said means on saidthrottling sleeve and said disk at apredetermined speed, and manually controlled means for locking saidspeed responsive means in the position it occupies at zero speed of thedriving shaft and the position it occupies at the time said means onsaid sleeve and disk are interengaged.

6. In a fluid transmission mechanism, the combination of driving anddriven shafts, of fluid displacing mechanism comprising a cylindricalcasing secured to the driving shaft, fluid displacing gears mountedwithin said casing and a gear in mesh with saidgears and secured to thedriven shaft, a throttling sleeve surrounding said casing and slidablethereon, said casing being provided with radially extending deliveryports adapted t0 be controlled by said throttling sleeve, said casingalso being provided with intake ports extending parallel with thecasingaxis, and means for feeding liquid to said intake ports. Y

'7. In a fluid transmission mechanism, the combination of driving anddriven shafts, of fluid displacingmechanism comprising a cylindricalcasing secured tothe driving shaft, fluid displacing gears mountedwithin said casing and a gear-in ing secured to the driving shaft, fluiddisplacinggears mounted within said casing and a gear in mesh with saidgears and secured to the driven shaft, a throttling sleeve surroundingsaid casing and 'slidable thereon, said casing being provided withradially extending delivery ports adapted to be controlled by saidthrottling sleeve, said casing also being provided with intake portsextending parallel with the casing axis, means for feeding liquid tosaid intake ports, said means comprising a disk rotatable with saiddriving shaft, plates on said disk for feeding liquid to said intakeports,

, and'a cylindrical flange on said disk surrounding said sleeve.

9. In a fluid transmission mechanism,'the com? bination of driving anddriven shafts, of a fluid transmission mechanism comprising acylindrical- -casing secured to the driving shaft, fluid displacinggears mounted in said casing and a gear in mesh with said gears andsecured to the driven shaft, said casing being provided with radiallyextending delivery ports, a sleeve surrounding said casing and slidablymounted thereon for controlling said ports, speed responsive meansoperatively connected to said driving shaft and to said sleeve forcontrolling said sleeve, means slidably mounted on said driving shaftfordisabling said speed responsive means, said disabling means including afinger adapted to be moved'to lock said speed responsive means inpositions corresponding to a positionof rest of the driving shaft and aposition controlled by a predetermined speed of said driving shaft, andmanual means for operating said disabling means.

10. In a fluid transmission mechanism, the combination of driving anddriven shafts, a fluid displacing mechanism connecting said shafts fordriving saiddri'ven shaft at variable speeds from position.

amasse said driving shaft, means for controlling the amount of fluiddisplaced for controllingtherelative speeds of said shafts, a pivotedweighted arm for controlling said last mentioned means, means pivotallysupporting said arm with respect to said driving shaft whereby saidweighted arm is moved outwardly upon increasing the speed of saiddriving shaft, a finger slidably mounted on said driving shaft andadapted to bebrought into position to lock said arm in either of the twopositions corresponding to the position of rest of the driving shaft andthe position it occupies when the driving shaft is rotated at apredetermined speed, and manual means for operating said disablingmeans. a

l' ii. The combination with a mechanism of the character described whichincludes. a driving shaft, a driven shaft, a variable speed drivebetween said shafts, speed control means for controlling said drive andmechanical locking means under control of said speed control means fordirectly mechanically locking said shafts together for direct drive atpredetermined speeds of said driving shaft, of manual means formaintaining said direct drive at lower speeds of said driving shaftwhereby said driving shaft may be driven from said driven shaft at lowspeeds.

12. In a fluid transmission mechanismfthe combination of driving anddriven shafts, a fluid displacing mechanism operated by the drivi shaftfor transmitting motion to the driven shaft. means for controlling theamount of fluid displaced by said fluid displacing mechanism, meansresponsive to the speed of the driving shaft for controlling said fluiddisplacing controlling means, and manually controlled means for lookingsaid speed responsive means in its nq-spee'd' position.

13. In a fluid transmission mechanism, the combination of driving anddriven shafts, a fluid displacing mechanism operated by the drivingshaft for transmitting motion to the driven shaft,

means for controlling the amount of fluid displaced by said fluiddisplacing mechanism,- means responsive to the speed of the drivingshaft for controlling said fluid displacing controlling means, andmanually controlled means for locking said speed responsive means in itshigh-speed LOUIS "GADDONL

